Microwave landing system
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The Microwave Landing System (MLS) is an all-weather, precision landing system originally intended to replace or supplement the Instrument Landing System (ILS). MLS has a number of operational advantages, including a wide selection of channels to avoid interference with other nearby airports, excellent performance in all weather, and a small "footprint" at the airports.
Although some MLS systems became operational in the 1990s, the widespread deployment initially envisioned by its designers never came to be. GPS-based systems, notably WAAS, allowed the same level of positioning detail with no equipment needed at the airport. GPS/WAAS dramatically lowers the cost of implementing precision landing approaches, and since its introduction most existing MLS systems in North America have been turned off.
MLS continues to be of some interest in Europe, where concerns over the availability of GPS continue to be an issue. A widespread installation in England is currently underway, which included installing MLS receivers on most British Airways aircraft, but the continued deployment of the system is in doubt.
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[edit] History
The US version of MLS was a joint development between the FAA, NASA, and the U.S. Department of Defense and was designed to provide precision navigation guidance for exact alignment and descent of aircraft on approach to a runway. It provides azimuth, elevation, and distance, as well as "back azimuth", for navigating out from an aborted landing or missed approach. MLS channels were also used for short-range communications with airport controllers, allowing long-distance frequencies to be handed over to other aircraft.
In Australia, design work commenced on its version of an MLS in 1972. Most of this work was jointly done by the then Federal Department of Civil Aviation (DCA), and the Radio Physics Division of the Commonwealth Scientific and Industrial Research Organisation (CSIRO). The project was called Interscan, one of several alternative microwave landing systems under consideration internationally. Interscan was chosen by the FAA in 1975 and by ICAO in 1978 as the format to be adopted. An engineered version of the system, called MITAN, was developed by industry (Amalgamated Wireless Australasia Limited and Hawker de Havilland) under a contract with DCA's successor, the Department of Transport, and successfully demonstrated at Melbourne Airport (Tullamarine) in the late 1970s. The white antenna dishes could still be seen at Tullamarine up till 2003 before it was finally dismantled.
Compared to the existing ILS system, MLS offered huge advantages. For one, the antennas were much smaller, a side-effect of using a higher frequency signal. Additionally, they did not have to be placed at a specific point at the airport, and could "offset" their signals electronically. This made placement at the airports much simpler compared to the large ILS systems, which had to be placed at the ends of the runways and along the approach path.
Another advantage was that the MLS signals covered a very wide fan-shaped area off the end of the runway, allowing controllers to vector aircraft in from a variety of directions. In comparison, ILS required the aircraft to fly down a single straight line, forcing the controllers to spread their planes out along that line. MLS allowed aircraft to approach from whatever direction they were already flying in, as opposed to having to first fly to a prearranged parking orbit before "capturing" the ILS signal. This was particularly interesting to larger airports, as it potentially allowed the aircraft to be separated horizontally until much closer to the airport.
Unlike ILS, which required a variety of frequencies to broadcast the various signals, MLS used a single frequency, broadcasting the azimuth and altitude information one after the other. This reduced frequency contention, as did the fact that the frequencies used were well away from FM broadcasts, another problem with ILS. Additionally, MLS offered two hundred channels, making the possibility of contention between airports in the same area extremely remote.
Finally, the accuracy was greatly improved over ILS. For instance, standard DME equipment used with ILS offered range accuracy of only +/- 1200 feet. MLS improved this to +/- 100 ft in what they referred to as DME/P (for precision), and offered similar improvements in azimuth and altitude. This allowed MLS to guide the extremely accurate CAT III approaches, whereas this normally required an expensive ground-based high precision radar.
Similar to other precision landing systems, lateral and vertical guidance may be displayed on conventional course deviation indicators or incorporated into multipurpose cockpit displays. Range information can also be displayed by conventional DME indicators and also incorporated into multipurpose displays.
It was originally intended that ILS would remain in operation until 2010 before being replaced by MLS. However the system was only being installed experimentally in the 1980s when it became clear that GPS was a much better solution. Even in the worst cases, GPS offered at least 300 ft accuracy, not as good as MLS, but much better than ILS. Additionally, GPS worked "everywhere", not just in a short volume off the end of the runways. This meant that a single navigation instrument could replace both short- and long-range navigation systems, offer better accuracy than either, and, best yet, required no ground-based equipment at all.
The advantages were so overwhelming that the problems with GPS were quickly solved. Additional accuracy could be provided by sending out "correcting signals" from ground-based stations, which would improve the accuracy to about 10 m in the worse case, far outperforming MLS. Initially it was planned to send these signals out over short-range FM transmissions on commercial radio frequencies, but this proved to be too difficult to arrange. Today a similar signal is instead sent across all of North America via commercial satellites, in a system known as WAAS.
Even before the upgrades to GPS, plans to install MLS systems disappeared almost instantly. The few experimental stations that had been installed were turned off during the late 1990s and early 2000s, much to the relief of the aircraft operators, who no longer had to install an MLS receiver. Many of these already had GPS receivers for long-distance navigation, and many have optional inputs that allow a low-cost WAAS receiver to be added.
[edit] Operational Functions
The system may be divided into five functions: Approach azimuth, Back azimuth, Approach elevation, Range and Data communications.
[edit] Approach azimuth guidance
The azimuth station transmits MLS angle and data on one of 200 channels within the frequency range of 5031 to 5091 MHz and is normally located about 1,000 feet (300 m) beyond the stop end of the runway, but there is considerable flexibility in selecting sites. For example, for heliport operations the azimuth transmitter can be collocated with the elevation transmitter.
The azimuth coverage extends: Laterally, at least 40 degrees on either side of the runway centerline in a standard configuration. In elevation, up to an angle of 15 degrees and to at least 20,000 feet (6 km), and in range, to at least 20 nautical miles (37 km) (See FIG 1-1-8.)
[edit] Elevation guidance
The elevation station transmits signals on the same frequency as the azimuth station. A single frequency is time-shared between angle and data functions and is normally located about 400 feet from the side of the runway between runway threshold and the touchdown zone.
Elevation coverage is provided in the same airspace as the azimuth guidance signals: In elevation, to at least +15 degrees; Laterally, to fill the Azimuth lateral coverage and in range, to at least 20 nautical miles (37 km) (See FIG 1-1-9.)
[edit] Range guidance
The MLS Precision Distance Measuring Equipment (DME/P) functions the same as the navigation DME, but there are some technical differences. The beacon transponder operates in the frequency band 962 to 1105 MHz and responds to an aircraft interrogator. The MLS DME/P accuracy is improved to be consistent with the accuracy provided by the MLS azimuth and elevation stations.
A DME/P channel is paired with the azimuth and elevation channel. A complete listing of the 200 paired channels of the DME/P with the angle functions is contained in FAA Standard 022 (MLS Interoperability and Performance Requirements).
The DME/N or DME/P is an integral part of the MLS and is installed at all MLS facilities unless a waiver is obtained. This occurs infrequently and only at outlying, low density airports where marker beacons or compass locators are already in place.
[edit] Data communications
The data transmission can include both the basic and auxiliary data words. All MLS facilities transmit basic data. Where needed, auxiliary data can be transmitted. MLS data are transmitted throughout the azimuth (and back azimuth when provided) coverage sectors. Representative data include: Station identification, Exact locations of azimuth, elevation and DME/P stations (for MLS receiver processing functions), Ground equipment performance level; and DME/P channel and status.
Auxiliary data content: Representative data include: 3-D locations of MLS equipment, Waypoint coordinates, Runway conditions and Weather (e.g., RVR, ceiling, altimeter setting, wind, wake vortex, wind shear).
[edit] System Configuration
The standard configuration of MLS ground equipment includes:
An azimuth station to perform azimuth and data communication functions. In addition to providing azimuth navigation guidance, the station transmits basic data which consists of information associated directly with the operation of the landing system, as well as advisory data on the performance of the ground equipment.
An elevation station to provide elevation guidance.
Distance Measuring Equipment (DME) to perform range guidance, both standard DME (DME/N) and precision DME (DME/P).
MLS Expansion Capabilities. The standard configuration can be expanded by adding one or more of the following functions or characteristics. Back azimuth which provides lateral guidance for missed approach and departure navigation. Auxiliary data transmissions, which provides additional data, including refined airborne positioning, meteorological information, runway status, and other supplementary information. Expanded Service Volume (ESV) proportional guidance to 60 degrees.
MLS identification is a four-letter designation starting with the letter M. It is transmitted in International Morse Code at least six times per minute by the approach azimuth (and back azimuth) ground equipment.[1]
[edit] Operational flexibility
The MLS has the capability to fulfill a variety of needs in the approach, landing, missed approach and departure phases of flight. For example, the system can support: Curved and segmented approaches, Selectable glide path angles, Accurate 3-D positioning of the aircraft in space and the establishment of boundaries to ensure clearance from obstructions in the terminal area.
While many of these capabilities are available to any MLS-equipped aircraft, the more sophisticated capabilities (such as curved and segmented approaches) are dependent upon the particular capabilities of the airborne equipment.
[edit] Variations
NASA operates a similar system called the Microwave Scanning Beam Landing System to land the Space Shuttle.
[edit] Future
The FAA suspended the MLS program in 1994 in favor of the GPS (Wide Area Augmentation System WAAS) that may supplement or replace existing MLS systems. Many countries in Europe (particularly those known for low visibility conditions) have embraced the MLS system as a replacement to ILS. Phasing down of MLS systems in the U.S. is planned to begin in 2010. However, it is unclear whether all the systems will be replaced or taken out of service, but (like LORAN-C) it is reasonable to speculate that if funding becomes unfeasible, they will be.
[edit] Summary
The MLS provides precision three-dimensional navigation guidance accurate enough for all approach and landing maneuvers and accuracy is consistent throughout the coverage volumes. (See FIG 1-1-10.) The system has low susceptibility to interference from weather conditions and airport ground traffic. The MLS has 200 channels, theoretically enough for any foreseeable need. It also transmits ground-air data messages associated with the systems operation and provides continuous range information with an accuracy of about 100 feet. The FAA has halted support for the MLS program; countries in Europe are continuing development.
[edit] See also
- Instrument Landing System (ILS)
- Local Area Augmentation System (LAAS)
- Transponder Landing System (TLS)
- Wide Area Augmentation System (WAAS)
- Microwave Scanning Beam Landing System
[edit] References
- Aeronautical Information Manual
- Aviation Today MLS: Back to the Future? April 1, 2003 article about new installation of MLS at London Heathrow Airport
